Engine.



F. J. MILLER. ENGINE. APPLIOATION mm) DEO.12,1906.

HIE-.1...

Patented Oct. 13, 1908.

2 SHEETS-SHEET 1'.

P. J. MILLER. ENGINE.

- .APIILIOATION PII-JED DBO.12,1906. Patented Oct. 13

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I I 13-- i -T6 all whom it may :ownem.- v p v Be it known that I, FRANK'J. M'ILLER,

RA J. MILLER, OF CLEVELAND, o e);

' Enema;

Patented Oct, 13,1968, f

- Application filed December 12, 1906;fise iaiirfarigia.

citizen of the United "States, residing at Cleveland, inthe county of Qnyahogaand State of Ohio, have invented new anduseful Improvements in Engines, of winch the following is a'specificatlon.

This invention relates particularly to in. ternal combustion engines.

' 'lhe-ohject of the invention is to provide suitable ,means for storing energy, in. the

I form of compressed air, when the engine is working under less than full load, and 6-1- utilizing same to increase engine, when needed. I

Another object is the novel application of theal-iove means to a two-cylinder verti'cal four-cycle internal combustion engine of the type having both pistons'connected tothe, same throw of the crank-shaft:

In thedrax'vings, Figure lis a vertical sec-- tion of a two-cylinder fourwyclegas engine provided with my imprintement. Fig. 2 is a. vertical section on the line a7m of Fig. 1.

Figs. 3 andl are details in section of the cam for operating tlie'valves. p .Referring specifically to the drawings, A

are trunk pistons arranged to reciprocatein cylinders B and connected to cranks D by connecting rods C. Cranks D' a-re of the same throw and consequently the movement of the pistons A is the same. 4'

E is a trunk piston arranged to reciprocate in cylinder F, and connected to crank H by connecting rod G. Crank H is of opposite throw to cranks D and consequently the movement of piston E is opposite to the movement of pistonsA. Cylinder F is lo-- cated between cylinders Byconsequently crank H is between cranks D; CyIinder'F has inlet and outlet puppet valves'I and J in the'head thereof. I

O is a cam shaft which is driven from the crank shaft by intermeshing gearing at onehalf the rotaryspeed of the crank shaft.

Cam I on the cam shaft engages with the.

rollers Q and R on the ends of a bell crank S which is connected to a rocker arm U by rod T. The dam P has four positions, and is made with a sliding fit on cam shaft 0 and itsdrey, and shifted by yoke V and rod The,

cam P; through line 1-1 is concentric with shaft and consequently is-in idle position the poweif of the 'valve I.

would allow spring X to hold .valveI open continually.

compression in the compression space, to avoid trouble should the-operator fail to- I for the valve operating mechanism. .When

thecam I is in'the idle positiompiston E draws in air, through ,valve I during the down stroke, then valve. I is closed by spring M,.and duringthe up-stroke of piston E said air or part thereof is forced through valve J and pipe K into an air reservoir L. Valve Jfis closedby-i spring NJ I When the pressure in the air reservoir L is as-high as desired, can: P is shifted to position 2. .The cam Pthrough line 2-2, as shown, has two low placescut'directly oppositev each'othen into which rollers-R is.

pressed-by coiled spring X-on rod T, which atthesame-time raises rod. T, and through rocker arm U opens valve I during theup-' vstroke-oripart thereof, of piston E, thereby allowing the air which is drawn through valve I to be exhausted through Thecam through line 2+2 mayalso be made concentricwith shaft 0, its'diameter 'to be equal to the distance across the cam at the two low points above'referred to, which The preferable proportion Bethe coinpressioirspace in cylinder F is to be such thatthe pressure usually maintained in thea r reservolr 1s nearly. equal to the highest shift cam P- from positionl to position 2, in which case piston E would continue topuinp air into "the reservoiruntil the pressure in the reservoir would be equal or nearly equal, .to-thelhighest pressure in the compression" space. When the pressure in the reservoir and the compression space are equal, or nearly equal, valves I and J will remain on their seats, and the'air remaining'in cylinder F will be expanded and compressed. The only loss in efficiency will be due to friction of the moving .pal't Whenit is desired to increase the power of the engine by utilizing the stored energy in the form of compressed air, cam P is shifted the I same to position 3. The cam P through line 33, I

as shown, has two high parts directly opposite each other and lowplaceswzut at 90 from said high parts. It will be understood from the drawlng that when a high part of cam -P engages with roller R, roller Q,

through hell crank S, is forced into a low part of cam P in position to engage roller place of saideain, at the same time, through rod T and rocker arm U, ope'ning valve J and allowing compressed air from reservoir L to enter. cylinder F, during the down stroke, .or part thereof, of piston E.-

' As above explained, cam P is driven at one-half the rotary speed of the crank shaft, consequently when piston E has completed its down stroke the crank shaft' has rotated one-half turn and the cam shaftO has rotated one-fourth turn bringing said higgi which 'throu h rod T and rocker arm U opens valve T during the up stroke, or .partthereof, of piston E, allowing the expanded airto exhaust. It is to be understood that cam P, at position 3, is to be-so designed'in is, in regard to the lead and-cut-oif of said valves, as to give best results with respect to economy and efficiency. I i

When it is desired to use said compressed to position 4. The cam P, through .line

4-4, is similar to said cam 1? through line 3'3, exce t that the cam 'P through line 4- 1 is so esigned as to openvalve J during the entire down stroke and valve I during the entire up stroke. 30

-to each position of cam P is tapered so as to It is to be understoodv thatthe approach enable the operator to shift the cam' when the engine is at rest. I

The air reservoir, as shown, 1s small in proportion to the engine. It is to be understood that said reservoir may be made any suitable size or construction and the air pressure may be such as is found to be most partments.

practical. The advantage of having alarge air reservoir and maintaining a high compression is obvious.

As shown, the air reservoir has two com- The smaller com artment L has a check valve Z, so arrange as to allow airto enter from reservoir L and to prevent said'air from returning to reservoir L when the air in reservoir L is being used. The compressed air in reservoir L may be used for any desired purpose.

The advantage of having the pistons A connected to the same throw of the crank D is that by timing the valves and s arks accordingly, the explosions in the cy inders'B will occur alternately and in equal succession, consequently there will be one working stroke to each'revolution of the engine.

The advantage of having piston E connected to'crank H. of opposite throw to cranks D is that the working strokes of pisregard to the timing of valves I and J, that ton E will alternate with the working strokes of, ,p iston s A; I

The. advantage of having cylinder F located between cylinders B is that during the I working stroke of piston E and the compression' stroke of one of the pistonsA and exhaust stroke of the other piston A, or during the working stroke of one of the pistons A and the intake stroke of the other piston A, and the compression stroke of piston E, when the cranks D and the crank H are horizontal, or at 90 from the position shown in the drawings, the angle of:the connecting rods C and the angle of the'connecting rod Gare opposite and the pressure on piston E and on one of the pistons A, while the connecting rods are at said opposite angles, causes a pressure on the side of cylinder F opposite to the pressure on the side of one of the cylinders B. i It. is obvious that thesaid opposite pressures cannot be in the same plane and therefore will tend to cause vibration.. It is also obvious that to'minimize vibration the said opposite pressures should be as nearly in thesame p ane as possible. Therefore it is of partieulanadtantage to have cylinder F located between cylinders B.

I claim:

1. In an explosive engine, the combination of a compression cylinder having inlet and outlet valves in the head thereof, a reservoir connected to the outlet valve, a rocker engageable with either valve to vary its normal action, a shaft dri'venby a moving part of the engine and having a cam thereon connected to the rocker, and means to shift the cam to vary the operationof the rocker and valves.

2. In an explosive en ine, the combination of a com ression cylin er having inlet and outlet va ves, a reservoir connected to the outlet valve, a shaft driven by a moving part of the engine, a cam on the shaft, having an operative connection to the valves, the cam having at least three ositions, in one of which the connection is idle and the valves act normally, in another of which the inlet valve is held open during the instroke to avoid compression, and in a third of which the normal action of the valves is reversed.

In testimony whereof I have signed .my name to this specification in the presence of two subscribing witnesses.

FRANK .1; Witnesses I JOHN A. BOMMHARDT, EDITH D. CoMnn. 

